2011 Ducati Diavel - Italian Art | First Ride

With the Diavel, Ducati engineers started with a clean sheet of paper and a performance-based enginethe already proven Testastretta engine. This is the same engine that powers the 1198, Street Fighter and Multisrada 1200. And while much of the Ducati Testastretta engine has gone untouched (internal components are the same, as are the bore and stroke numbers which remain at 106 x 67.9mm) in its transplant from 1198 Superbike to Diavel, a number of small modifications have lent to slightly revised engine characteristics and more overall horsepower.

Compared to the Multistrada 1200, which was the first bike to run the Testastretta 11 engine, the Diavel makes roughly 12 more horsepower. Much of the gain is accredited to the longer head pipe of the Diavel which is significantly longer from the cylinder head to the two-into-one tube. Other changes to the Ducati powerplant include a new water pump for increased flow, twin side-mounted radiators, a new slipper-action wet clutch and aesthetic changes to the crankcase covers.

As you would expect from the Italian manufacturer, the chassis of the all-new Diavel is comprised of a trellis frame and die-cast aluminum sub-frame. But unlike any other Ducati you have seen, the Diavel features a massive eight-inch rear wheel, long 62.6-inch wheelbase, extensive 25-inch aluminum swingarm and 28 of rake. Most likely the biggest surprise of all though, is the 240/45ZR-17 Pirelli rear tire that was built with both style and performance in mind.

In terms of ergonomics, the Diavel is similar to Ducati’s Monster 696 and offers a relaxed and more upright position. In contrast to its naked 696 kin however, the Diavel’s handlebars have been raised some 140mm and pulled an additional 100mm closer to the rider. Moreover, Ducati engineers designed a new seat and gave the Diavel an uncharacteristically low 30.3-inch seat height. In an attempt to make certain that the result wasn’t a cramped and uncomfortable riding position, the footrests were dropped some 23mm.

In both the Sport mode and Touring mode, the Diavel makes full use of all 162 horsepower, but the Touring mode has been revised to deliver the power in a smoother manner. In Urban mode, the Diavel is cut to only 100 horsepower.

In order to change the riding modes, you must navigate through the beautifully lit tank-mounted display. The full color Thin Film Transistor (TFT) display uses the same technology as most of today’s smart phones, doubles as the control panel for the Ducati Traction Control (DTC) system, and is also where the riding modes can be selected or even personalizedso long as the bike is stopped. Paired with the tank-mounted display is a handlebar-mounted LCD panel that displays speed, rpm, time, temperature and all the other necessary information.

Proof that you can’t judge a book by its cover

As you throw a leg over the Diavel, you are almost forced to remind yourself that it is a Ducati. After all, the Italian manufacturer has never produced something that has you drooped down in the seat and draped over an elongated 5.3-gallon tank. The seating position is surprisingly comfortable though, and as you grab hold of the controls, you notice that the reach to the handlebars is nothing out of the norm, nor is the distance to the footrests.

Around town, the Diavel is very deceptive. For a bike with such a long wheelbase and massive rear tire, the Diavel is very nimble and it almost falls into tight, slow-speed corners. Even more, side-to-side transitions are effortless and accelerating out of a corner and past cars is a breeze thanks to the Testastretta 11 engine. The surprisingly strong handling characteristics are almost mirrored in the canyons, where the Diavel performs with sportbike-like characteristics.

When pushed, the fully adjustable 50mm Marzocchi front fork and fully adjustable Sachs rear shock work exceptionally well. Along the rough canyon roads, the units absorb every bump and at higher speeds, they give the rider an unbelievable sense of confidence in the motorcycle. And despite what appears to be a low ride height, there are never any clearance issues with the footrests, even on the most banked of corners.

The only place the Diavel does show some signs of weakness is in the slower canyon corners, where lean angles are increased and the wide rear tire begins to flex. The squirm from the rear tire is most noticeable in the middle of the corner and gives you the feeling that the bike is going to lose traction all togetherdespite the slow speeds. Once you are able to open the throttle however, the unnerving sensation tends to fade and the Diavel continues to drive through the exit of the corner like a bat out of hell.

Few things are as addictive as the power that the Diavel possesses. In Sport mode, the bike puts out roughly 162 horsepower at the crankshaft and is as intoxicating as almost any literbike on the market. The power in Sport mode is so addictive in fact, you rarely want to switch riding modes. To be completely honest though, the brute and direct power of Sport mode is more fun than it is necessary. In Touring mode, you still get to use the full 162 horsepower, but the revised mapping means that as you open the throttle, the throttle body butterflies, which are controlled by the Ride-by-Wire system, won’t open at a true 1:1 ratio. As such, if you open the throttle at say 50 percent, the throttle bodies may open to around 40 percent. The result is a smoother throttle response that is more palatable around town. In Urban mode, the Diavel is still plenty fun to ride despite the lackluster power delivery. And while it may not have the addictive hit that the Sport and Touring modes offer, it’s so smooth that you soon become enamored with it and decide to leave it be for some time.

Cycling through the riding modes is done via the tank-mounted TFT displaya task that can be done on the fly. However, being that the display is mounted down on the tank, you often find yourself taking your eyes off the road and focusing more attention on the screen as you look to find the next modesomething that could be quite dangerous on even the least congested roads. When the bike is at a stop, you can also navigate through the screen and customize each riding mode with different levels of traction control and different engine map settings. All told, the display is easy to navigate through and changes can be made in a matter of seconds.

After a full day of riding, the Diavel test unit got a mere 26 miles per gallon. However, this number is most likely unrepresentative of the Diavel’s true capabilities in the way of fuel economy since our test unit was flogged for the majority of the day.

Sometimes, if you’re lucky, you can get can away with breaking a few rules-Ducati certainly did with the Diavel. SR

For more information about the Diavel, visit www.sportrider.com/magazine/1105